Library  of  the 
University   of    North  Carolina 

Endowed  by  the  Dialectic  and  Philan- 
thropic Societies. 


^f  3*y.  i  .  WH^ 


EXTRACTS 

FROM     THE 

REPORT    OF 

WALTER  G,WYM,  ESQ,., 

To  the  President  and  Directors  of  the  Wilmington  and  Raleigh 
Rail  Road  Company  : 

flENTiEMES:™ 

t  have  the  honor  to  submit  to  you  the  results  of  the  re- 

connoissances  and  surveys,  necessary  lor  a  selection  of  the  route 

of  the  contemplated  Rail  Road  between  Wilmington  and  Halifax. 

A  careful  examination  of  the  country  led  to  the  adoption  of  the 

following  lines  for  survey  : 

WESTERN   SCUTS. 

This  route  commences  at  the  "Dry  Pond,"  in  the  South  East 
suburbs  of  Wilmington,  thence  running  nearly  due  North  to  the 
head  of  Market  street,  it  takes  an  Easternly  direction  to  a  favora- 
ble site  for  crossing  Smith's  Creek  at  "  Love  Grove."  After 
crossing  Smith's  creek,  the  route  passes  over  a  level  plain,  only 
broken  by  Prince  Ceorge's  creek,  which  it  crosses  between  M.r. 
Burgwin's  dwelling  and  mill-house,  to  the  North-East  branch  of 
the  Cape  Fear,  river,  near-the  old  bridge.  The  graduation  ou 
^his  portion  of  the  route,  consists  of  slight  excavations  and  em- 
bankments in  clean  sand,  and  will  be  extremely  easy  of  execution. 
From  the  Cape  Fear,  it  maybe  run  straight,  forty-seven  miles  to 
Hackleberry  pocosin,  at  the  head  of  Bear  swamp.  Within  this 
distance,  the  route  will  cross  Rockfish  and  Stewart  creeks.  With 
the  exception  of  the  bridges  and  embankments  across  the  streams, 
the  surface  of  the  ground  is  so  very  level,  that  the  chief  work  in 
the  road-way  formation,  will  consist  of  slight  cuts  no  where  great- 
er than  ten  feet  in  depth,  and  embankments  from  two  to  three  feet 
in  height.  The  route  traverses  the  ridge  dividing  the  waters  of 
Long  Creek  from  those  of  the  North-East, "  and  passes  abouttwo 
miles  and  a  half  to  the  West  of  South  Washington  ;  and  about 
seven  miles  to  the  West  of  Kenansville.  From  the  head  of  Bear 
swamp,  the  country  continues  unbroken,  until  the  route  reaches 
Goshen;  which  is  one  of  the  head  branches  of  the  North-East. 
Here,  the  first  undulation  in  the  plane  of  the  road  worthy  of  no- 
tice, occurs  a  descent,  and  immediately  an  ascent  of  30  feet  to  the 


2 

mile  is  unavoidable,  and  some  comparatively  deep  cutting,  and 
heavy  embankments  are  encountered.  Immediately  on  ascending 
from  the  valley  of  Goshen,  the  route  reaches  a  dry.  level,  open 
woods, through  which  it  passes  to  Brook's  branch.  The  formation 
of  the  Rail  Road  on  this  portion  of  the  route  will  consist,  chiefly, 
in  cutting  down  the  large  trees  which  overspread  the  track,  and 
hewing  and  preparing  them  for  the  reception  of  the  iron  rails. 
After  making  a  slight  undulation  in  crossing  Brooks'  branch, 
which  is  a  very  inconsiderable  stream,  it  arrives  at  the  same  level, 
on  which  it'eontinues  to  the  head  of  Yellow  Marsh;  nlong  the 
margin  of  which,  it  descends  to  the  valley  of  the  Neuse  River,— 
encountering  in  its  descent,  some  heaving  cuttings  which  consist, 
however,  entirely  of  sand,  It  crosses  the  Neuse  at  a  very  favora- 
ble place  just  below  the  bridge  on  the  stage  road  from  Halifax 
toFayetteville;  thence  passing  near  Waynesborough,  the  country 
wearing  the  same  level  aspect,  with  the  exception  of  the  breaks 
occasioned  by  the  Nauhunta,  Acock,  and  Black  creeks,  the  sur- 
face being  almost  perfectly  smooth.  It  n aches  Contentnea 
Creek  about  half  way  between  Woodward's  and  Rountree  s 
bridcres  After  crossing  the  Contentnea,  until  the  route  reaches 
Enfield,  the  country  may  be  characterized  as  bold,  compared 
with  the  uniform  level  aspect  heretofore  presented. 

The  soil  also  undergoes  some  change.     From  sano,  to  a  sub- 
stratum of  clay,  mixed  with  sand,  which  will   be  encountered   in 
some  of  the  excavations.     On  this  portion  of  the  route   Tossnot, 
Town,  and  Cokey  Swamp,   the  Tar  river,  and  Swift  and  Fishing 
creeks  are  crossed.     These  occasion  a  multiplicity  of  low  sum- 
mits, and  an  undulatory  profile.     The  grades  are  however,  gen- 
tle, and  the  cuttings  and  fillings  no  where  exceed  fifteen  feet.     Af- 
ter leaving  Enfield,  the  route  gradually  descends   to  a  favorable 
site  for  crossing  Beach  swamp,  just  below  the  mouth   of  Bear 
swamp;   along  the  border  of  which,  with  very   little  vanat.on 
from  a  level  grade,  and  no  other  expense  in  the  formation  of  the 
road-wav,  than  the  raising  of  a  bank  two  or  three  feet  in  height, 
the  route  runs  until  it  reaches  auankey  creek      Here  occurs  the 
highest  embankment  on    the  line   of  the  road.     It  is,  however, 
very  short.     From   Quankey,   which  is   only    a   mile  from   the 
termination  of   the  road,  the  route  ascends  very   gradual  y  until 
il  unites  with  the  Halifax  and  Weldon   Rail  Road,  abou i    half  a 
mile  from  Halifax,  and  seven  miles  from  Weldon.     At  Weldon, 
the  Portsmouth  and   Roanoke  Rail  Road  crosses  the  Roanoke 
ri-er  bv  a  bridge— it  also  crosses  the  Petersburg  Rail  Road  about 
two  and  a  halt  miles  from  Weldon,  where  the  two  roads  can  be 
easily  united  ;  and  thus  a  connexion  of  your  road  may  be  formed 
with  the  Petersburg  Rail  Road,  or  by  the  Steam  Boats  which 
now  daily  ply  between  Weldon  and   Blakely      They  may   be 
connected".     In  any  event,    I    can    see    ^    difficuky    in    the 
way  of  both    passengers  and    goods,   dest.ned  for    Petersburg, 


3 

passing  from  your  road  to  the  Petersburg  Rail  Road,  with  as  lit- 
tle delay  and  inconvenience,  as  to  the  Portsmouth  Rail  Road. 

A  description  of  the  line  which  was  run  on  the  West  side  of 
Long  creek  to  Bear  Swamp,  and  which  will  be  brought  into 
comparison  with  that  portion  of  the  Western  route  trom  Wil- 
mington to  the  same  point,  will  appropriately  precede  the  esti- 
mates to  the  '"  Western  route,"  and  will  come  in  here.  This  line 
commences  at  the  Timber  pens.  &  runs  upwards  along  the  margin 
of  the  river  about  a  mile  ;  thence  it  crosses  over  and  passes  along 
the  dividing  ground  between  the  Cape  Fear  and  its  North-East 
branch,  to  nearly  the  head  of  Long  Creek.  The  road-bed  in 
this  distance  will  be  formed  of  alternate  excavations  and  embank- 
ments, consisting  entirely  of  sand.  Thence  the  line  will  pass  on 
the  dividing  ground  between  Long  Creek  and  Moore's  Creek; 
and  between  Moore's  and  Rockfish  Creeks;  and  throughout  to 
the  head  of  Bear  Swamp,  the  ground  is  extremely  favourable. 
Stewart  and  Turkey  Creek  are  the  only  streams  that  are  crossed. 
Summary  of  the  Excavation,  Embankments  and  Superstructure  : 
69  miles,  1191  feet,  at  $433,815  97 

From  this,  there  should  be  deducted  the  cost  of  six  miles  of 
superstructure,  at  $  3,800  per  mile,  this  being  the  reduction  which 
will  occur  in  the  actual  location;  which  leaves  $411,015  97,  the 
cost  of  this  line.  This,  compared  with  the  first  three  items  in  the 
following  estimate  of  the  Western  route,  and  the  result  in  favour 
of  the  route  on  the  East  side  of  Long  creek  to  Bear  Swamp,  will 
be  in  the  first  cost,  $49,593  09;  and  in  distance  upon  the  proba- 
ble line  of  location,  4950  feet.  A  comparison  of  the  grades  and 
curvatures,  results  in  favor  of  the  line  on  the  East  side  of  Long 
Creek.  I  have,  therefore,  based  my  estimates  for  the  Western 
route  on  this  line,  supposing  that  the  same  reasons  which  have 
influenced  me  in  the  selection,  may  also  operate  with  the  Board 
in  according  it  the  preference.  I  have  now  to  proceed  with  the 
estimates  of  the 

WESTEHH  ROUTE. 

Summary  of  the  cost  of  Excavations,  Embankments,  Superstruc- 
ture, Locomotive  Engines,  Coaches,   Cars,   Water-Stations, 
Wharves,  Shops,  Contingencies,  and  Steamboats: 
1G1  miles,  3189  feet  of   Rail    Road;  and    150   miles   of  Steam 
Boat  Communication,  $1,500,000. 
Careful  and  minute  enquiries,  with  the   view  of  ascertaining 
the  practicability   of  a    route    through    Rockymount,  and    also 
through   Kenansville,  by  Rockford,  resulted  in  the  conviction  of 
their  being   less  eligible  than   either  of  the  routes   selected.     It 
now  remains  to  describe  the  character  of  the 

EASTERN  ROUTE. 

This  route  pursues  the  trace  of  the  Western  route  to  station  No. 


4 

176;  thence  it  takes  a  more  easterly  direction,  and  traverses  the 
ridge  dividing-  the  waters  of  the  North-east  branch  of  Cape  Fear 
River  from  those  of  the  New  and  Neuse  Rivers,  until  it  reaches 
the  Neuse  at  Rockford.  On  this  portion  of  the  route,  we  cross 
Smith's  and  Prince  George's  creeks,  and  severa\  small  streams, 
which  make  into  the  North  East.  The  general  aspect  of  the 
country  is  extrernety  level  and  favourable  to  the  contemplated 
work.  From  Rockford  to  Edwards'  bridge,  where  the  route 
crossses  the  Contentnea,  there  are  no  difficulties  or  streams  to 
cross  worthy  of  notice.  From  Contentnea  the  route  ascends  gra- 
dually to  a  level,  which  is  maintained  for  several  miles;  when 
it  descends  to  effect  a  favourable  crossing  of  Town  creek;  thence 
several  undulations  are  necessary  in  crossing  small  streams, 
until  the  route  reaches  Tarboro'.  Thence  a  level  grade  may- 
be had  entirely  across  Tar  river.  A  favorourable  site  for  cross- 
ing which,  is  found  about  a  mile  a  hah  North  of  Tarborough. 
Thence  the  route  alternately  ascends  and  descends  to  lessen  the 
excavations  and  embankments  in  passing  Deep  creek,  Conneca- 
nary  creek,  and  the  ridges  between  them,  until  it  enters  the  West- 
ern route  five  mile?  from  Halifax,  which  it  pursues  to  the  Halifax 
and  Weldon  Rail-road. 

Summary  of  the  costs  of  Excavations,  Embankments,  Superstructure,  Loco- 
motive Engines,  Coaches,  Cars,  Water-Stations,  Wharves,  Shops,  Con- 
tingencies, and  Steamboats. 

162  miles — 1504feet  of  Rail  Road  ;  and  150  miles  Steamboat  com- 
munication, $1,5  12,  853  80 — making  the  whole  line  of  com- 
munication, by  Rail  Road  and  Steamboats,  312  miles. 

This  shows  a  difference  in  cost,  in  favour  of  the  Western  route, 
of  $12,853  80.  A  comparison  ofthe  grades,  length  of  curvatures, 
and  straight  lines,  exhibits  also  a  slight  difference  in  favour  of 
that  route.  On  the  Eastern  route,  however,  there  will  occur  a 
thousand  feet  less  bridging.  This,  in  the  annual  repairs  ofthe  road, 
will  operate  in  id  favour,  by  lessening  the  amoint  some  four  thou- 
sand dollars  per  annum.  The  sepenority  ofthe  one  line  over  the 
other,  in  a  professional  point  of  veiw,  is  so  very  slight,  chat  an  ex- 
pression of  my  preference  under  this  head,  could  not  be  a  decision 
of  the  question  of  choice  between  them.  The  Board  may,  then, 
consider  that  I  lay  the  mutes  before  them  as  equal,  under  all  the 
aspects  in  which,  under  my  province,  I  have  been  called  upon  to 
view  them.  Their  familiarity  with  the  resources  and  interests  of 
the  country  bordering  on  the  lines,  will  enableihem  to  estimate  and 
compare  the  amount  of  trade  on  each  ;  a  preponderance  of  which, 
may  very  justly  form  the  basis  of  a  preference.  I  would  beg 
leave,  however,  to  add,  that  looking  to  a  connection  with  the  works 
which  are  contemplated  between  the  Western  parts  of  the  State 
aod  the  Sea-board,  &  to  the  lateral  branches  which  are  authorised 
by  the  charter,  the  Western  route  is  decidedly  to  be  prefered.  But 


whether  the  Eastern  ot  the  Western  route  be  selected,  I  can  confi- 
dently assure  the  Board,  that  no  portion  of  the  United  States,  cer- 
tainly for  the  great  extent  of  country  embraced,  offers  so  many 
facilities  for  the  construction  of  a  Rail-road.  Timber  of  the  best 
qualify  is  found  on  every  part  of  the  line ;  the  soil  consisting  ei- 
ther wholly  of  sand,  or  a  proper  admixture  of  sand  &  clay,  affords 
as  good  a  foundation  as  can  be  expected  from  earth  alone.  Granite 
occurs  on  the  Tar  river,  and  on  Fishing  &  Q/uanky  creeks  ;  and 
will  be  used  in  forming  the  abutments  of  the  bridges  across  those 
streams;  and  for  the  construction  of  drains  within  convenient 
hauling  distance.  Where  rock  is  not  convenient,  wooden  struc- 
tures will  be  used  in  the  passage  of  the  Water  courses  and  ravines; 
to  be  substituted  hereafter  by  stone  or  brick,  which  can  be  deli- 
vered much  more  economically  after  the  completion  of  the  road. 
The  entire  elevation  of  the  road  above  tide  water,  is  1S9  feet.  This 
is  overcome  by  grades  rarely  so  great  as  30  feet  to  the  mile.  The 
whole  length  of  curvatures  on  the  road,  does  not  exceed  thirteen 
miles  ;  and  in  every  instance,  the  departure  from  a  straight  lino 
is  effected  on  curves  described  with  a  radius  exceeding  a  mile. — 
So  slight  indeed  are  the  grades  and  curvatures,  compared  with 
many  other  roads  in  the  country,  that  yours  may  be  considered  as 
straight  and  level ;  certainly  as  presenting  every  facility  for  the 
most  extensive  and  economical  application  of  swift  locomotive 
power,  to  which  Rail-roads  owe  their  undeniable  superiority 
wherever,  as  will  be  the  case  here,  gravity  has  but  a  small  share 
in  the  resistance. 

The  estimate  of  the  road-way  formation  falls  far  beneath  the 
average  cost  of  similar  works;  while  it  is  believed  that  the  profits 
wi  I  Knot  be  excelled  by  any  improvement  in  the  country.  For 
your  Rail-road,  in  connexion  with  the  Portsmouth  and  Roanoke, 
and  the  Petersburg  Rail-road  at  Weldon  ;  both  of  which  are  links 
in  continuous  lines  of  Rail  way  and  Steam-boat  communication 
to  Boston,  must  become  the  great  thorough-fare  between  the  Norn 
and  South  ;  for  between  the  Roanoke  river  and  Charleston,  or 
the  Charleston  &  Hamburg  Rail-road,  admitting  there  were  any 
other  communication  by  Rail  way  contemplated,  its  greater  length, 
and  what  is  a  matter  of  deeper  consideration,  its  greater  expense, 
forbids  the  idea  of  rivalry  ;  and  places  your  road  almost  beyond 
the  reach  of  competition.  So  that  we  may  say,  in  fact,  it  form* 
an  important,  if  not  indeed,  the  most  important  link  in  the  great 
line  of  intercommunication  between  the  North  and  the  South. — 
Under  this  view  of  the  subject,  it  is  difficult  without  the  appear- 
ance of  exaggeration,  to  estimate  the  probable  revenue. 

The  travel  between  Charleston  and  the  Northern  cities  by 
steam  boats  and  stages,  may  be  safely  computed  at  sixtj'  tnousand. 
This  amount  migt  be  greatly  swelled  by  embracing  the  whole 
travel  from  New  Orleans;  which  we  confidently  believe  will 
take  the  route  of  your  Rail-road. 


6 

But  we  will  say  60,000  travellers  at  812  50  each,  $750,000  00 
To  this  we  may  add  for  the  transportation  of  the  mail,  50,000  00 
Way  passengers  and  freight  on  produce  and  goods,   100,000  00 

$900,000  00 
Deduct  for  the  repairs  and  renewal  of  the  road  and 

Steam-Boats,  ....     §200,000  00 


And  it  leaves  a  nett  revenue  of  •  -  8700,000  00 

Now,  although  I  believethis  sum  will  fall  short  of  the  receipts 
for  the  first  year,  yet,  lest  we  should  appear  too  sanguine,  and  to 
remove  all  possible  objection,  we  will  deduct  from  the  foregoing, 
twenty  -five  per  cent. ;  which  reduces  the  amount  to  $525,000  00, 
or  a  dividend  of  35  per  ceni  on  the  estimated  cost  of  the  work.  A 
Rail-road  which  produces  6  per  cent  nett  in  the  first  years  of  its 
operation,  is  considered  good  property;  for  the  increase  of  busi- 
ness which  must  ensue,  always  increases  the  annual  profits  in  a 
great  ratio.  While  our  estimates  exceed  this  per  centage  near- 
ly six  times,  it  will  be  perceived  that  we  have  confined  ourselves 
entirely  to  the  amount  of  the  present  travel  ;  and  this,  after  being 
taken  at  a  very  low  estimate,  reduced  twenty-five  per  cent.  But 
in  presenting  a  view  of  the  prospects  of  the  Road,  we  should  an- 
ticipate the  probable  increase  of  travelling,  by  reason  of  the  in- 
crease of  the  business  and  population  of  Charleston  ;  which  must 
ensue  from  the  great  and  gigantic  scheme  which  she  has  in  con- 
templation, and  which  she  will  no  doubt  carry  into  effect  to  Cin- 
cinnati. And  in  a  few  years  the  Rail-road  to  Hamburg,  which 
is  now  being  extended  to  Athens,  will  be  prolonged  southwardly 
to  Columbus;  and  thence  in  continuation  with  the  Rail-road  to 
Pensacola,  complete  the  line  of  Rail  way  and  steam-boats,  all  the 
way  to  New-Orleans.  But  without  any  further  specification  of 
the  various  improvements  which  are  in  contemplation  and  be- 
gun at  the  South,  suffice  it  to  say,  that  your  Southern  termination 
at  Charleston,  towards  which  all  these  improvements  converge, 
ensures  you  immediate,  continually  increasing,  and  never  failing 
sources  of  revenue;  and  completely  sets  all  competition,  by  other 
and  similar  improvements,  at  defiance.  For  all  past  experience 
has  sho.vn,  that  the  travel  on  routes  connecting  commercial  cities, 
increases  in  a  ratio,  much  beyond  that  of  the  business  or  popula- 
tion ;  and  the  great  lines  of  travel  in  all  countries,  lead  through 
the  commercial  Towns. 

Routes  passing  through  the  interior,  with  a  view  to  divert  the 
travel,  must  be  regarded  as  experiments  running  counter  to  all  ex- 
perience, and  of  very  doubtful  success.  And  I  lay  it  down  as  an 
incontrovertible  fact,  that  those  works  which  will  prove  most  pro- 
fitable, and  most  conducive  to  the  great  and  varied  interests  of  the 
country,  may  be  classified  undertwo  heads.  Those  which  connect 
the  commercial  cities,  and  those  which  lead  from  the  commercial 


towns  by  the  most  direct  routes  to  the  interior  and  western    por- 
tions of  onr  country. 

But  your  revenue  will  be  greatly  swelled  from  oiher  sources, 
which  we  have  not  taken  into  the  account.  All  the  improvements 
which  are  contemplated  from  the  sea-board  10  the  Western  part  of 
your  State,  must  cross  the  line  of  your  Rail-way  ;  and  to  whatever 
point  destined,  will  find  it  to  their  interest,  to  some  extent,  to  pur- 
sue it,  in  order  to  make  selection  of  the  most  favorable  location. 
Under  this  aspect,  your  Rail-road  presents  itself  to  the  Stale  in 
a  peculiarly  interesting  poinc  of  view.  It  traverses  it  nearly  thro' 
its  entire  length  from  North  to  South,  and  forms  the  basis  upon 
which  the  Internal  Improvement  scheme  of  the  Raleigh  Conven- 
tion may  be  most  economically  carried  out.  For,  as  I  have  be- 
fore intimated,  the  cheapest  route  from  any  point  on  the  sea-board 
to  the  West,  from  Beaufort,  for-  instance,  to  the  narrows  of  tho 
Yadkin,  will  be  found  on  a  very  direct  line  West,  until  it  falls 
into  your  Rail  Roads;  and  thence  (in  this  case)  along  it  to  sume 
point  South  of  the  Neuse  river. 

In  a  military  point  of  view,  your  Rail  Road,  in  connexion  with 
the  Portsmouth  and  Roanoke  Rail  Road,  and  the  contemplated 
Rail  Road  between  Wilmington  &  Charleston,  may  be  regarded 
ns  forming  a  complete  line  of  defence  to  the  whole  sea-board  from 
Norfolk  to  Charleston;  for  there  is  no  Rail  Road  in  the  country, 
upon  which  so  large  a  force  can  be  concentrated  in  a  given  time; 
and  where,  perhaps,  there  would  be  a  greater  probability  of  its  be- 
ing required.  By  the  Charleston  and  Hamburg  Rail  Road  and 
its  connexions;  the  Charleston  and  Cincinnati  Rail  Road;  the 
Roanoke,  Danville,  and  Junction  Rail  Road  ;  the  Portsmouth  and 
Petersburg  Rail  Roads;  and  by  mean3  of  the  Rail-ways  to  the 
West  within  your  own  State,  levies  for  troops  on  South  Carolina, 
Georgia,  Alabama,  Louisiana,  Mississippi,  Tennessee,  Kentucky, 
Illinois,  Indiana,  Ohio.  Virginia,  North  Carolina,  Maryland, 
&c.  may  be  met  from  the  remote  States  in  a  few  days,  and  in  a 
few  hours,  from  the  more  adjacent  States,  and  any  number  of 
troops  may  be  thrown  on  the.  the  line  of  your  Railway  whence, 
by  lateral  roads  and  Steam  Boats,  (down  the  numerous  naviga- 
ble streams  which  the  road  crosses)  in  a  few  hours,  or  by  a  march 
of  a  day  or  two,  they  may  occupy  any  position  on  this  extended 
coast.  And  in  the  transportation  of  stores  and  munitions  of  war, 
which,  under  the  military  head,  is  a  matter  of  primary  import- 
ance, it  affords  a  safe  avenue;  and  in  time  of  war,  will  prove  a 
saving  of  millions  to  the  Government.* 

As  a  Ntianal  work,  therefore,  yours  cannot  be  considered  as 
secondary  to  any  in  the  country.  But  one  of  the  most  happyre- 
sults  of  the  Rail-way  system  in  the  Southern  country,   and  which 

*  Extract  from  the  Report  of  Mr.  Cass,  Secretary  of  War,  on  National 
defence. 

"The  power  of  transporting,  troops  and  munitions  of  war,   has    already 


will  be  imparted  by  your  Rail  Road,  to  that  portion  of  the  State 
most  concerned,  is  the  effect  it  will  have,  by  the  speedy  concentra- 
tion of  troops  to  put  down,  if  not  entirely  suppress  and  remove  all 
apprehensions  of  servile  disturbances  and  insurrections.  The 
speedy  transit  of  the  mail,  especially  between  commercial  cities, 
is  an  object  of  solicitude  with  all  Governments.  Your  improve- 
ment fully  meets  this  object ;  and  its  importance  under  this  head 
also,  cannot  fail  to  attract  the  attention  of  the  General  Govern- 
ment ;  and  also  the  concentrated  concurrent  interests  of  the  Jaro-e 
cities  at  the  North.  And  having- the  effect,  as  we  have  asserted, 
your  road  will  have,  to  turn  the  whole  stream  of  travel  between 
the  North  and  the  South  through  Charleston,  &  on  the  Charles- 
ton and  Hamburg,  and  the  Charleston  and  Cincinnati  Rail 
Itoads,  she*  as  well  as  those  interested  in  these  two  great  im- 
provemehts,  are  deeply  inteiested  in  your  success,  and  will  no 
di  ubt  contribute  largely  towards  it ;  and  the  trade  and  travel 
which  it  will  throw  on  the  Portsmouth  and  Petersburg  Rail- 
ways, will  greath-  enhance  their  profits,  and  advance  the  prosper- 
ity and  wealth  of  Petersburg,  Norfolk,  and  Portsmouth. 

The  counties  along  the  line  have  manifested  the  interest  with 
which  they  regard  it,  by  the  handsome  subscriptions  which  they 
have  made. 

The  benefits  to  Wilmington,  will  be  immediately  felt  in  the 
great  increase  in  the  exchange  of  commodities,  which  the  increas- 
ed facilities  of  communicating  with  a  rich  back  country  will 
afford.  And  she  may  be  jusdy  proud  of  the  rank  to  which  she 
Will  elevate  herself,  in  having  projected  and  carried  into  effect, 
an  improvement  which  may  be  characterised  as  a  great  Nation- 
al and  State  work. 

All  which  is  respectfully  submitted  by, 
Gentlemen, 

Your  obedient  servant, 

WALTER  GWYNN. 

Civil  Engineer. 
Wilmington,  Aug.  15,  1836. 

opened  new  views  upon  this  subject;  and  such  is  the  progress  and  probablo 
extent  of  the  new  system  of  intercommunication,  that  the  lime  will  soon  come, 
when  almost  any  amount  of  physical  force  may  be  thrown,  in  a  few  hour's,- 
upon  any  point  threatened  by  an  army.  Nashville  may  succor  New  Orleans 
in  sixty  hours  ;  Cincinnati  may  aid  Charleston  in  aboutthe  same  time;  Pitts- 
burg will  require  but  twenty-four  hours  to  relieve  Baltimore;  and  troops  from 
that  city,  and  from  Boston,  may  leave  each  place  in  the  morning,  and  meet  in 
New  York  in  the  evening.  This  wonderful  capacity  for  movement,  increases 
in  effect,  some  of  the  most  important,  elements  of  national  power.  It  neutrali- 
ses one  of  the  great  advantages  of  an  assailing  force,  choosing  its  point  of  at- 
tack, and  possessing  the  necessary  means  of  reaching  it.  Detachments  liable, 
tinder  former  circumstances,  to  be  cut  off  in  detail,  may  now  be  concentrated 
without  delay,  and  most  of  the  garrisons  upon  the  seaboard  may  be  brought 
together,  and  after  accomplishing  the  object  of  their  concentration,  be  returned 
to  their  stations  in  time  to  repel  any  attack  meditated  against  them." 


UNIVERSITY  OF  N.C.  AT  CHAPEL  HILL 


00042072096 


FOR  USE  ONLY  IN 
THE  NORTH  CAROLINA  COLLECTION 


